Motor vehicle transport



Aug. 15,1939. H. JUDD MOTOR VEHICLE TRANSPORT Filed April 27, 1956 5Sheets-Sheet l [N VEN TOR IRVlNG H.J UDD A TTORNE YS Aug. 15, 1939. H.JUDD 2,169,648

MOTOR VEHICLE TRANSPORT Filed April 27, 1936 5 Sheets-Sheet 2 [III BYwmaml/jw .4 TTORNEYS A 15, 1939. l. H. JUDD 69,

MOTOR VEHICLE TRANSPORT Filed April 27, 1936 5 Sheets-Sheet 3 INVENTORmvme H,JUDD

Filed April 2'7, 1936 5 Sheets-Sheet 4 INVENTOR IRVING H JUDD ATTORNEiSAug. 15, 1939. H. JUDD MOTOR VEHICLE TRANSPORT Filed April 27, 1936 5Sheets-Sheet 5 INVENTOR IRVING H. JUDD A TTORNE VS Patented Aug. 15,1939 UNITED STATES MOTOR VEHICLE TRANSPORT Irving H. Judd, Dearborn,Mich, asaignor to Whitehead & Kale:

Company, River Rouge,

Mich., a corporation of Michigan Application April 2'7, 1936, Serial No.76,715

4 Claims.

The invention relates to motor vehicle transports of that typecomprising a trailer for attachment to a motor truck and on which themotor vehicles are carried. It is the object of the invention to obtainan improved construction with particular reference: first to the storageof the load within minimum dimensions of space limits; second, to,facilitate easy loading and unloading; third, to obtain a structureformed of simple structural elements which can be manufactured andassembled at relatively low cost and which with a minimum of weightimpart to the structure the necessary strength and rigidity. With theseand other objects in view, the invention consists in the construction ashereinafter set forth.

In the drawings:

Figure 1 is a vertical longitudinal section through a transport of myimproved construction;

Figure 2 is a sectional plan view thereof;

Figure 3 is a cross-section on line 3-3 of Figure 1;

Figure 3A is a rear end elevation;

Figure 4 is a front elevation;

Figure 5 is a section on line 5-5 of Figure 2;

Figure 6 is a horizontal section through the post of one ofthe archmembers;

Figure 7 is an elevation showing the hump in the track;

Figure 8 is an elevation of the hinged portion of the upper trackshowing the counterbalancing mechanism therefor;

Figure 9 is a section on line 9-9 of Figure 2;

Figure 10 is a section on line ill-ill of Figure 9;

Figure 11 is a perspective view showing the gusset plates betweenangular portions of the track section;

Figure 12 is a perspective view of a portion of the upper track showingthe hump passing over the arch member and also the anchorage means;

Figure 13 is a perspective view of a portion of the frame showing theanchorage means for the lower tier cars;

Figure 14 is a detail view of the engagement between the movable archmember and post;

Figure 15 is a longitudinal section similar to Figure 1 showing amodified construction;

Figure 16 is a longitudinal section similar to Figure 1 showing anothermodification.

As above stated, my improved transport is in the form of a trailer whichis drawn by a motor truck and which provides storage space thereon for al w n a pp e of c rs.

As there are restrictive limits to the dimensions of such a vehicle, itis the primary object to so design the same as to carry the load withinthe smallest possible space. The forward portion of the trailer whichoverlaps the truck platform 6 is necessarily raised to clear the same,and in the rear provision must be made for the supporting wheels.Furthermore, as wheel loads cannot exceed a predetermined limit, thisrequires at least four wheels which can be arranged either 10 in tandempairs, or all on a common axis. I preferably employ the latterconstruction, and as this brings the inner wheels closer together thanthe wheels of the vehicles to be loaded, the lower tier tracks for thelatter must pass over these 15 wheels. However, in storage position theforward and rear wheels of the rearmost automobile in the lower tier arearranged to straddle the supporting wheels of the transport and tothereby diminish the clearance height. The upper 20 tier tracks are soarranged as to straddle or otherwise clear all portions of the vehiclesstored in the lower tier, and at the same time reduce to a minimum theclearance height of the vehicles in the upper tier. It is furthernecessary 25 to provide for the raising of a portion of the tracks inthe upper tier, so as to give clearance for loading and unloading thevehicles in the lower tier. The conditions just described are fulfilledin my improved structure as follows.

The base of the structure is formed by lower side sill members, thecentral portions i of which are dropped as low as possible with therequisite road clearance. The forward portions 2- of these sills areraised to clear the front platform, and 35 are connected to the lowerportions by curved portions 3. At the rear, the sill members 4 arecurved upward and then downward to clear the supporting wheels, and inrear of these members are sill members 5 which extend to the rear end goof the frame. All of these members are preferably of anglecross-section. The portions l of the side sills are cross-connected bycross-sills 6, i, 3 and 9. The sills 6 and 9, as shown, are of anglecross-section, while the sills I and 8 are of 45 an inverted channelcross-section having outwardly extending base flanges 8A. The forwardportions 2 are connected to each other by an arcuate front portion l0,and the rear end portions 5 are cross-connected by a member ii. There 50are also diagonal cross-members i2 alternatively reversed in angularityto hold the side and cross-sills in rigid relation to each other.

Rising from these side sills are arch members 13, it, I5 and i6 whichinclude vertical post por- 55 tions and transversely extending carlineportions, the latter supporting the upper tier load. These arch membersare preferably formed of tubing of rectangular cross-section as thisfacilitates attachment to adjacent members and also has a greaterstrength per weight ratio than round section tubing. The post portionsof these arch members are reinforced on their outer sides by platemembers I1, these being of greater width to extend on opposite sides ofthe posts and are preferably secured thereto by welding. To these platemembers are attached sheeting plates I8 the upper edges of which form asubstantially straight line, while the lower edges are fashioned toconform to the shape of the sill members. There is also a guard railmember which is attached to the upper edge portion of the member II! aswell as to the post. This guard rail I9 in its forward end portion whichis above the truck platform inclines slightly downward in a forwarddirection, as indicated at ISA, terminating in a portion IQB which islower than the main portion of the rail. This permits of certainportions such as the bumpers of automobiles loaded on the lower track toproject beyond the forward end of the transport and above the portionI8B of the guard rail. The members above described which are rigidlysecured to each other, preferably by riveting, together form a truss ofwhich the sheeting I8 forms the web member. This sheeting is furtherstiffened and reinforced by intermediate post members preferably ofangle cross-section. There are also gusset plates 2| which connect thecross-sills 6, 1, 8 and 9 with the vertical posts.

The load in the lower tier is carried by track members which also servefor guiding the vehicles during loading and unloading. These trackmembers are formed of a plurality of sections including a rear section22 extending from the rear of the frame over the supporting wheels andconstituting a fender therefor as well as the tracks, a section 23 whichinclines downward from the section 22, a section 24 which extends abovethe cross-sills 1 and 8, and a section 25 inclining upward to theportion of the frame that is above the truck platform. All of theseportions 22, 23, 24, and 25 are of channel crosssection with outwardlyextending flanges 26 forming in effect Z-bars on each side of the track.

The load in the upper tier is supported upon track members 21 which aremainly supported by the carline portions of the arches l3, I4, I5 andI6. In order, however, to provide adequate clearance for the lower tierwithout unduly raising the upper tier the carline portions of the archesI4 and I5 extend above the tread portion of these track members 21 so asto form no obstruction therebeneath. The upper portion of the archmember I3 is also inclined forwardly, as shown at I3A, so as to avoidinterference with the windshield of the car directly therebeneath. Theportion 28 of the track 21 which is in rear of the arch-.l5 is hingedthereto and is adapted to be raised for clearing the lower tier cars inthe loading and unloading thereof. To permit of this movement, the archI6 is formed in two sections, the upper portion ISA of which is hingedat I6B to the tracks 28, and at the sides inclines downwardly andforwardly to meet the vertical side post portions I6. The lower ends ofthe portions I 6A are provided with tapering pro- Jections 16C whichenter sockets I6D in the upper ends of the tubes I6 and form a couplingtherewith. At the rear end of this hinge sec n is a tubular cross-member28 which also is provided at its opposite ends with downwardly taperingprojections 80 which enter sockets 30A in the upper ends of posts 3| andform a coupling therewith. Thus, when the hinge section 29 is swungupward it will leave an unobstructed space for the movement of the lowertier of cars over the tracks 22, 23 and 24 into storage position.

To facilitate the raising and lowering of the hinged section 28, I haveprovided a counterbalancing mechanism of the following construction. 32are link members normally extending parallel to and above the rub railsI9 and pivotally attached at their forward ends to brackets 33 extendingupward from said rails. The rear ends of the members 32 are pivotallyconnected to lugs 34 extending forward from the lower ends of the archmembers I 6A. 36 are springs anchored at their forward ends to the archmember I5 and inclining downard and rearward therefrom. The rear ends ofthese springs are connected by links 36, having adjustable turn buckles31 therein, with the lugs 34. By means of these turn buckles the springsmay be placed under the proper initial tension so that when the hingedsection 28 is raised its weight will be largely supported by thesprings. During this raising movement, the arch section ISA will swingforward on its hinge I63 and the opposite sides of this arch membertogether with the links 32 will form in effect toggle levers which inrising approach alignment with each other. Thus, while the tension ofthe springs 35 is diminished during the upward swinging movement, itwill, nevertheless, be sufilcient in connection with these toggle leversto hold the section 28 in raised position.

The upper track members 21 and 28 are further fashioned so as to dropthe cars supported thereon as low asv possible. This is accomplished byproviding a downwardly inclined portion 38 at the forward end of theportion 21 terminating in a further depressed portion 33 at the forwardend of the frame. The portion 39 is adapted to support the rear wheelsof a car when reversely arranged on the tracks, and upwardly curvedportions or chocks 40 hold the wheels from rolling off the front end.The hinged sections 28 of the tracks have their rear ends depressed, asindicated at 4|, to receive the rear wheels of a car which is forwardlyfacing on the tracks. As has been stated, the arches I4 and I5 havetheir carline portions extending above the tread portions of the track,and to permit of moving the wheels of the cars thereover, double inclinemembers 42 are provided. These constitute humps over which the wheels ofthe cars will ride without danger of disengagement from the tracks.

As the transport is sometimes used for carrying vehicle provided withdual wheels, the upper tracks are so formed as to prevent interferencewith such wheels. Thus, as shown, these upper track members are of across-section including a tread portion 43, an upwardly extending flange44 on the inner side of the track terminating in a laterally extendingflange 45 and a downwardly extending flange 46 on the outer edge of thetrack terminating in a downwardly extending return-bent flange 41. Theinner upwardly extending flanges 44 form guides for holding the vehicleon the track, while the outer edge of the track is unobstructed and willpermit dual wheels to project thereover. These upper track members aresecured in position on the arch members by angle brackets 48, one flangeof each of which is secured to the carline portions and the other to theunderside of the tread portion 43 of the tracks. At their forward endsthe track members are secured to an arcuate member 49 corresponding toand above the member I being supported thereon at opposite ends by posts50 secured to said member and braced by gusset plates This leaves thefront end of the transport unobstructed so that the forward car in thelower tier can project slightly beyond the forward end of the transportas previously described. The several track sections areformedjpreferably by bending from sheet metal blanks, and where thereisa change in direction longitudinally, the upper and lower flanges 45 and46 are severed and gusset plates 53 are I welded thereto to fill thegap.

The forward portion of the frame which overlaps the truck platform issuitably reinforced by longitudinal and cross-members 54, 55, 56, 51 and58 to form a connection from the king pin 59. At the rear of the frameare longitudinal and transverse beam members 60 through which the loadis carried into the axle and wheels through a suitable spring support(not shown). The members 60 are arranged on theinner side of the ,wheelsand to complete the Wheel housing, plates 6| extend therefrom upward tothe member 22 which forms a combined track and wheel fender.

With the construction as thus far described to load the support thehinged track sections 28 are raised in the manner before described andare supported in this positon by the springs 35 and toggle links ISA and32. A suitable skid is then placed in rear of the transport with itsforward end connected to the rear end of the track section 22. The firstcar for the lower tier is then driven forwardly onto the tracks and tothe forward end of the frame where the front wheels rise onto theupwardly stepped portion. In this position, the radiator of the car willbe just in rear of the depressed portion 39 in the upper tracks and thewindshield will be slightly in rear of the forwardly inclined arch. Thesecond car for the lower tier is backed onto the tracks and when inposition will have. its rear wheels supported on the depressed portion24 of said tracks and its front wheels upon the portion 22 in rear ofthe supported wheels for the transport. After this car is in position,the hinged track section 28 is again lowered and in so doing the togglelink 32 will swing the upper portion ISA of the arch member back intoposition where the tapering projections IBC will enter the sockets IGD.At the same time, the projections 30 at the rear end will enter thesockets 30A on the rear post 3|. The upper tier cars are then driven onthrough the medium of a suitable skid, the forward car being backed uponthe tracks until its rear wheels rest upon the forward depressedportions 39, being held from further movement by the checks M. The rearupper tier car is driven on forwardly and its rear wheels rest upon thedepressed rear portion 4| of the tracks. The cars are anchored in theirseveral positions preferably by providing links 62 and 63 fastenedrespectively to the forward and rear portions of the frame adjacent tothe lower tracks and to which the cars may be secured by any suitablemeans. Also, the upper tracks have attached to the laterally extendingflanges 65 thereof and upon the forward and rear sides of thearch'member l1, angle members 64, the upwardly extending flange of.which are provided with a series of perforations 65 to which the chainsor other fastening devices may be adjustably secured.

One important feature of my improvement is the manner in which the frameis trussed longitudinally. This is accomplished through the sidesheeting I 8 in cooperation with the lower cord member formed by theside sills and the upper cord member formed by the rub rail. All of theseparate sections of this sheeting have their marginal edgesriveted orotherwise secured to the frame members adjacent thereto, as well as tothe intermediate stiffening members, so that a high degree of strengthand rigidity is obtained with a relatively light weight of material. Thesquare cross-section arches also facilitate attachment thereto of thereinforcing members I! and the sheeting as well as the upper trackmembers which are supported on the transverse or carline portions ofeach arch. Through these and other advantageous features heretoforementioned, the whole structure is one which is well adapted to meet theconditions incident to the transportation of motor vehicles.

It is sometimes desirable to provide for carrying other articles thanthe motor vehicles, and where this is the case the lower tier may beprovided with a floor. This floor 66 can be placed between the crossmembers 6, 1, 8 and Sand the sill members on opposite sides thereof, asshown in Figure 15. With this construction the inclined cross members I2may be omitted and the floor will by itself provide suflicient bracingto hold the frame in rectangular form.

As has been previously described, the tracks in the lower tier overwhich cars are run in loading have adjacent portions thereof at aconsiderable angle to each other and it sometimes occurs that thisabrupt change in angle will cause some part of the car to strike againstsome portion of the transport. To avoid such result, and also to adaptthe transport to the handling of cars of all makes, I preferably provideadjustable skid sections 61 and 58 for extending across these anglebends in the track. Thus as shown, the skid 61 bridges across the anglebetween the sections 23 and 26 of the tracks and the skid 68 bridgesacross the angle between the sections 24 and 25. These skids are securedin position by bolts or pins 69 passing through apertures at theopposite end of the tread portion thereof and adjustably engaging one ofa series of apertures Hi in the track sections 23, 2t and 25. Thispermits of changing the angle and also of raising or lowering the skids61 and-68 as may be required to provide proper clearance for anyparticular make of car.

One of the principal objects of my improved construction is to reducethe over-all height of the loaded transport to the minimum and thisnecessitates the arrangement of the tracks for the upper tier as low aspossible consistent with providing clearance for the cars in the lowertier. I have found that the upper tracks may be further lowered withoutcutting down on clearance for the lower cars, by changing the trackcrosssection as shown in Figure 5. Thus, in place of a right-angle bendbetween the tread portion 83 and upwardly extending flange M, I providean oblique intermediate portion 53A. This will provide additionalclearance for the cars in the lower tier as the tops of these are of arounding transverse section. At the same time, it will not interferewith the traveling of the upper tier cars over these tracks, as theoblique section 43A 4 arcane and upwardly extending flange M will stillhold the wheels from disengagement therefrom What I claim as myinvention is:

1. In a vehicle for transporting a plurality of fully assembledautomobiles, a pair of side frame members extending longitudinally ofsaid vehicle, an upper car carrying deck extending longitudinally ofsaid vehicle and curved downwardly from the center thereof, andsupporting frames extending upwardly from, and at an angle to, said sideframe members, and in a direction substantially normal to the curve ofsaid deck and supporting said deck.

2. In a vehicle body oi! the character described, a pair of elongatedside panels spaced laterally apart to permit the passage therebetween ofan automobile, the height of said side panels being less -than theheight of the automobile to be -ca.rried, an automobile carrying trackspaced above the upper edges of said side panels and having downturnedend portions, and supporting frame members extending upwardly from, andat an angle to, said side panels, and in a direction substantiallynormal to the curve 01' said downturned end portions and supporting saidtrack.

3. In avehicle body of the character described, a frame having uprightpost portions spaced laterally apart to permit the passage therebetweenof an automobile, upwardly and inwardly curved portions projecting fromthe upper ends of said post portions, and substantially horizontal newtions extending between the inner ends of said curved portions, andtrack members mounted upon said curved portions, each track memberhaving a tread portion, an upwardly extending flange at the inner side01' said tread portion terminating in a laterally extending flange, anda downwardly extending flange at the outer side of said tread portionterminating in an inwardly extending flange, the first and lastmentioned flanges and said tread portion having transversely extendingslots therein receiving one of said curved portions.

4. In a vehicle body of the character described, a frame having uprightpost portions spaced laterally apart to permit the passage therebetweenof an automobile, upwardly and inwardly curved portions projecting fromthe upper ends of said post portions, and substantially horizontalportions extending between the inner ends of said curved portions, trackmembers crossing and having portions substantially tangent to saidcurved portions of the frame, and means securing said track members inposition on said curved portions of the frame including brackets havingportions rigid with said track members and having other portions rigidwith said curved portions of the frame.

IRVING H. JUDD.

